Air-brake apparatus



S. G. NEAL.

AIR BRAKE APPARATUS.

APPLICATION FILED AUGJ. I917.

Patented Sept. 2,1919.

4 SHEETSSHEET'I- S. G. NEAL.

MR BRAKE APPARATUS.

' v APPLICATION men AUG.I'. wn. 1,314,974.

PatbntedSept. 2, 1919.

4 SHEETS-SHEET Z wow 1267 3513/4 aHCoz-nm S. G. NEAL.

AIR BRAKE APPARATUS. APPLICATION FILED AUG-1,191].

1 3 1 4:, 974: A Patented Sept. 2, 1919.

4 SHEETS-SHEET 3- .fi a V w 722 6'0 1/7 60 y I wvvm/toz, %1 fitter-new? --the train.

. UNIT nsrATEs srmrcnne. nE n'oF NEWYORK, n.1, Assienoninr snnAssIGNnnN'rs, r 7 AUTOMATIC STRAIGHT- m BRAKE conPAnY, or wlnmme ron, DELAWARE,

- A CORPORATION 01 DELAW R j AIR-BRAKE APPARATUS.

Todll'whom it may concern:

Be it;1 nown'that I, SPENCER 5 and State of New York, hav e invented certainnew andruseful Improvements in Air Brake Apparatus of which the following is a specification,'( ase No. 31'.) s

" This invention relates more particularly 10. to improvements in that type of air brake tion for patent filed Ncvember 1.7, 1916, and

serially numbered 131,818.

the train with .great rapidity, causing the almost simultaneous operation of all of the triple valves without regard-to thel'ength' of Anotherotject tastasis to provide simplified meanswhereby. upon an emergency. application, of the brakes the train pipe reservoir will be. so connected to the trainfline that ifthe pressure therein is greater'than thepressure resulting from, the

l equalization-ofithe emergency reservoir into the brake cylinder, the train pipe reservoir pressureywill beiadded to the-said equalized pressure.- If, h(')yv ever, the train pipe reservoir pressureisfnot greater than theemer- 40 gency reservoir pressure and brake cylinder.

. pressure,- the-sald ftrain pipe reservoir will i 5 lee sealed from thetrain pipe and from the brake cylinder. During the ordinary service applications of the brakes theztram pipe -15; reservoir isin communication with the tram pipe for. the purpose ofaugmenting the train -I pipev'olume,asidescribed in thepatent and application for .patent mentioned herein.

' {Another object o'fthe invention-is to profvi'de means inthe service section'of the triple valve-and operating upon "an. increase of' train pipe pressure, to place the emergency reservoir in .c'ommunication wlth the train pipeior a quick release ofthe brakes.

. N a citizen of the United States, and resident of the borough of Manhattan, city, county One ,of he important objects'bf this invention is "to provide simplified means wheneby upon a sudden reduction of train" pipe pressure to secure an emergency a plie cation of-the brakes the train pipe wil be '20 vented to atmosphere at each triple valve.

- quick-action -reservoir. I

A further object of the invention is to provide the emergency section of the" triple valve with meansoperating upon asudden reduction of train pipe pressure to place the n Patented Sept. 2, 1919. fApplicationfiled Au ust 1917. Serial No. 183,'886. v

emergency reservoir in communication with the brake cylinden to seal the train pipe reservoir from the train pipe; to permit the train pipe reservoir air to flow into the brake cylinder if the said reservoir pressure exceeds the brake cylinder pressure upon an emergency application of the brakes,- and further t provide means whereby after the equalization of emergency. reservoir pressure than the'pressure in said train pipe reservoir. There are many other important objects and advantages of theinvention, resultinginto the brake, cylinder the said equalized pressure mayflow slowly into the train pipe reservoir if said equalized pressure is greater from the novel construction and" arrange- {rhent of th' apparatus described herein, all

of which will more fully appear hereinafter.

Figure 1 is-a diagram- .In the. drawings,

matic viewof a braking unit embodying the mvention; h

Fig. 2. a central vertical sectional view of the service section ofthe triple valve; ,F-ig. 3 a vertical central sectionalfview of the emergency andchange-over section of the triple; and" Fig; 4' a similar view show'in g the parts in complete emergency position.

Referring to the various parts byreference characters, -A.- designates the quick-re- :lease and service. section of the triple valve;

B the emergency and change-oversection; (J. the emergency reservoir; D the service brake cylinder; D the auxiliary brake cylinder; E the train pipe reservoir; F the i As illustrated 1n the drawings, the section ;A of the triplecontains the parts bywhich the service applications of the brakes are secured, and through which the release of the brakes is obtained, and also-throu h which the apparatusis charged. This ,se tion. also conta1ns{the parts'by means of which the'quick-release. ofthe brakes is secured by an lncreaseof train pipe pressure.

Section 'B; of the triple valvecontainsthe parts which control the emergencyapplicatrons of the brakes, and thoseparts which seal the tra n pipe reservoir from the train pipe and connect i't to the brake cylinder I upon an emergency application of the .positively open and close said valve; 11.

brakes, and also the devices by means of which the'train pipe reservoirwill be sealed from the brake cylinder Whenever the brake cylinder pressure equals or exceeds the pressure in the train pipe reservoir.

The parts in the service section A ofth'e triple valve for controlling the charging of the apparatus and securing service appl1cations of the brakes and the graduated release of the brakes, are constructed almost precisely as I shown in the Patent No. 1,183,103 and my application Serial No. 131,818, and operate as described, in said patent and in said application. For this reason it is thought unnecessary to minutely and particularly describe herein every part of section A of the triple valve, and its operation. Section B of the triple, however,

is modified considerably and this part of the apparatus will be fullydescribed both as to structure and operation.

p The train pipe 1 leads into the main train pipe chamber 2,'said chamber being in section A of the valve. Above said chamber 2' and-separated therefrom by the. main abut ment or diaphragm 3, is, an emergencyireservoir chamber 4 in constant communication with the emergency reservoir through passage 5. In order that said abutment 3 may operate valves hereinafter described, the same is made to cooperate with a hollow upright valve stem 6 provided with a reduced upper end. The mairr diaphragm-3' carries a sliding head 8 which has a working fit around thestem 6 and is provided with a downwardly facing valve seat 9, which cooperates with the charging valve 11, this latter valve being a part of. upright rod or stem Said valve stem 6 forms a guide for the sliding head 8, so that the air pressure upon the diaphragm 3 may be utilized to Referringmore in detail to the construction and operation of the valve device within 1 the head 8, the hollow rod 6 is open at its lower end, but the bore in said rod terminates at a point a little below the valve 11,

as indicated by dotted lines in Fig. 2. Airis admitted through inlets 12 into the upper I portion'of the bore of said rod 6. A plurality of ports 15 lead throughthe' wall of the head 8 to adniit air to a clearance 14.

The upper portion ofhollow rod 6 is pro-' vided with a somewhat reduced portion which-forms the valve 11 already referred vto. Above said valve 11 the stem is provided with a more reduced portion 17, the clearance around which will conduct the air to chamber 4 from around the hollow rod 6 when the valve 11 is opened.

Secured to the" reduced portion. 17 of the stem 6 above the abutment 3, is a down: wardly tapered valve 7 which is adaptedto fit a corresponding seat 7 in the top of the head 8 ofthe abutment The valve 7 is so placed on thestem 17 that when valve 11 is seated valve 7 will be a considerable distance above seat 7. Valve 7 is locked in its adjusted position by a suitable lock nut, as shown in Fig. 2. On the upper end oi the stein 17 is a disk 7", between which and the upper' surface of. the sliding head 8 is confined a coil spring 7. This spring exerts a force tending to bring" valve 11 to its seat 9. The disk 7 is locked on the stem 17 by means of a suitable lock .nut, and, of

course, may be adjusted in order to cause the the abutment 3. There is a considerable clearance between the sliding head 8 of the abutment or diaphragm 3, and'the stem 17 sot-hat when the head is between the valves 7 and 11 there will be an air passage of considerable capacity through the abutment,

spring 7 to exert the desired pressureon The stem 17 is bored axially as at 17,

from itsupper end to the transverse port 17. -A governing screw 17 is threaded into the end of the bore 17", said screw being longitudinally apertured. The port 17 opens into an annular groove in part 17 between will be moved upwardly, thereby closing valve 32 and opening exhaust valve 35. This upward movement of the abutment the pressure in chamberd, abutment 3 will be moved upwardly to the valve 7, and air will slowly pass valve 11 and through ports 17, 17* and. screw 17, into chamber 4. When the pressurein chamber 1 has equalcontinuesuntil the lock ringon the stem 6 abuts against the under side of the cross wall 19. Should pressure in chamber 2 exceed ized with the pressure in chamber 2, the

spring7 will move the abutmentdownwardly to bring valve to valve seat 9. When the abutment 3 is inposition to free both ofthe valves 7 and 11, air from chamber inlay passaround said valves to chamber 2 if the pressure in chamber 4. exceeds the pressure in chamber 2.

, In originally charging the/apparatus if the rise of train pipe pressure is rapid, air

will pass from. chamber 2 around valve 11,

slowly'through 17, bore l7fand screw '17 to chamber 4 and to emergency reservoir. If the rise of .pressure in the train pipeiand in'chamber '2 is slow, air will'pass rapidly and in considerable quantities around valve 7 11, through the clearance betweenthelhead s and the Sem 17 ,"a1"dfind the 7, into 1 I ,will

chamber 4, and at the same time air will passthrough the bore 17 and screw 17. This It is only when there is a. considerable eX-.

cess pressure'in chamber 2 that the valve 7 willbe seatedand the slow charge will take place through the ports in the stemil'l and s'crewlff. n a j t Beneath the train pip'e-chamber'2 and separated therefrom by across wall 19.is a

- tends across the chamber 21. An equalizing abutment 24 exlower side of the chamber 21 to separate said chamber from an equal-- izingchamber25. Chamber 21 is ventedito atmosphere through .port'22. In the'em bodiment of .the invention illustrated in the "drawings, the-main abutment 3 has about twice the area of the equalizing abutment v 24. Therefora the reductiomof train pipe pressure. ten pounds -.will cause approxi mately twenty pounds pressure to be built of the cross Wall 19 I lower abutment. flange 29 communication betweenthe 32 I seating downwardly and ;lower endan exhaust u in the'b-rake cylinder and in the equaliz ing chamber 25 before there will be enough pressure beneath said equalizing fabutment to lift therod 6 i which is 1 clearly set. 011t-in my aforesaid screws into a hub26forined on the upper side of flange 27 of the equalizing abutment 1 24'. A nut locks the hub.

to the stem and said nut isadapted toengage the under side to limit the'upward movement of the ipda" The flange 27 is. formed with 3 'Centll depending hollow stein which screws into the upper end of a valve cage 28, said valve-cage carrying the for the abutment 24. '1 he said valve cage and rod. afiord equalizing chamber 25 and the train pipe chamber 2.

' The valve cage 28 forms a small chamber 30,-

the outlet of which iscontrolled by the valve having a -d0Wn-,- carrying at, its valve 35 which opens wa'rdly extending stem 33 1 and, closes a vent 36.' "The lower end of the squarely and truly onthe valve seat 34.

1 The valve cage 28 is also provided with passages 28 below valve 32. Equalizing. chain ber 25 is formed by casing 38 uponthe'lower 4 end 1 of which'is screwed'a protecting cap..

Q thebrake cylinder. through 's'age 25;

A-valve 32 60,

- Tbeing seated i stem is loosely connected to the valve 35 whereby said. valve will be free to seat.

Chamber- 25 is in direct communication with port 25 and pasheld "to its" seat by means of a spring 'thelower end of said spring in a spider. arm within the chamber 30, said armi being spaced sufiiciently far above the valve 32 topermit it to have a free opening movement, Valve 5 32eprevents air. passing backto the train provide .a very quick charge of the *chamber 4 and emergencyreservoir. v

. ingl'y-to its seat by spring 34 supplemental body part 40; said supplemental body part 40 forming the upper wall of. the

1 Within the sleeve 48 and compresse between the central hub portion of. thedia phragm 43 and the plu and close valve 32, all of 55 which is arranged to the seat 154, the stem of-sa' d valve extending upwardly throughthe sleeve 53. 'Sur pipeehamber 2 duringan emergency applii cation of the brakes when the brake cylinder pressure exeeeds train pipe pressure, all of which is fully set olltin my aforesaid a plication for patent. Valve 35 is held yield:

ecured to the top of the main body portion of the service section of thetriple is a emergencyreservoir chamber 4 and containing the supplemental train sald chamber being connected to the main train pipe chamber 2 through a passage 42. A vertically movable quick-release diaphragm43 forms the upper wall of the supplemental train pipe chamber 40 said diaphragm carrying acentral depending stem 44 which is guided at its lower end in avertically adjustable tubulanstop 45. The diaphragm 43 is secured in position by a cap plate 46 which forms a chamber 47 di- ..rectly over the said diaphragm. Adjustably secured in the capplate 46 is" astop sleeve 48 "into which is screwed a plu 49.

49, is a spring 50. By properly adjusting t p phragm 43 will/be stopped at the desired, point in its upward movement, and the tension of spring. 50 may be varied by Jadjusting plug 49., The sleeve: 48 and the plug 49 are locked in their adjusted positions by suitable lock nuts, as shownin the mental body portion 40 is formed a train pipe reservoir chamber 51, said chamber.

pipe chamber 40% e sleeve 48 the dia- -drawings. It is manifest, therefore, that the upper and lower positions of; the dia- --mined In the upper part of the supple-- being closed by a cap 52. Chamber 51 is 4 atxtlmesj in communication with the sup-v plementaltrain pipe chamber 40,jsaid communication. being through an adjustable sleeve 53 thelower end of which is beveled to form a valve seat 54. j c In"the}trainpipe chamber 40 is a valve seat upwardly on rounding the said stem-.inthe chamber 51 is a spring 56, said'spring being comp essed' between the upper end of the sleeve 5 and a. cap plate 57 which is adjustable on the .stem of the valve 55. The spring 56 holds the valve 55 seated, and by adjusting the 1 plate 57 the' pressure of the spring 56 on I chamber 47 through an open passage 61 so v thattrain pipe res'ervoirfpressure' will always. be i t r d the chamber'47' and pipe 68 through a passage 69. The quickrelease chamber 66 is at times in communi- .cation with the supplemental train pipe I sleeve 70. The lower end 1 tically adjustable screw 7 3. It ismanifest.

' vertical stem 75 .ver and the valve,

'72 arranged within on top of the quick-release diaphragm 43. In the supplemental train pipe chamber 40 a quick-release lever .62, its shorter arm 64 fitting in a slot in the stem 44 of the quick-release diaphragm. In its normal position the lower edge of the arm 64: engages t e bottom wallof said slot, as shown clearly in Fig. 2. The longer arm '65 of said lever extends into a slot formed in the valve 55, the said slot being omewhat wider than the end of said lever; and

in its normal position the said lever extends through said slot out p of contact with the upper and lower walls thereof so that there is considerable lost motionbetween the lefor-a purposethat will be fully hereinafter set forth. I

In the lower part of the supplemental body portion 40 is chamber 66, saidchamberbeing closed by a cap 67 and being in communication with chamber through a vertically adjustable of said sleeve forms a seat for an emergenc reservoir. re.- lease valve 71, said valve be ng yieldingly maintained on its seat by means of a spring The pressure of this spring on the regulated by means of a verber. valve maybe that the position of the valve seat maybe varied and that the pressure of the spring on the valve may be nicely adjusted- The upper end-of the valve 71 is formed with a which is normally in engagement with the under side. of the long arm 65 of the quick-releaselever.

The-emergency reservoir chamber 4 is formed with an outlet 76, which is closed I operate as follows:

the train pipe through passage normallzy valve 7 closed. when it is brakes gradually,

by a downwardly 'se'atingcheck said valve being yieldingly held to its seat by a spring 7 8. Outlet 76 is connected to the pipe 68 in which is arranged a maintaining valve 80, said valve being desired to release the 'the triple valve is arranged for quick-release operations. J The" operation of theserviceysection of the valve for service brakin and for grads uated releases need not be escribed. The. quick-release features of, the triple valve Upon an increase-of train pipepressure air flows into chamberAAO" 42, lifting the diaphragm- 43. This operation, through the lever 62, will. depress and open emergency reservoir release ,valve 71 thereby permitting emergency reservoir air to flow past valve 77 through pipe 68, passage 69,past valve. 71 i into the supplemental train pipe chamber 62 is pivoted on block will engage and move formed a quick-release the quick-release chamand being opened when.

[The recharging. of the emergency reservoir will'takeplace through the triple valve, precisely as described inmy hereinbefore mentioned patent and as further described in my hereinbefore mentioned application for patent, and the train pipe reservoir will be charged through the valve 55, chamber 51 and pipe 59. y

For all service applications of the brakes, train pipe reservoir air will pass into the supplemental train pipechamber 40 past valve 55 and thence into the train pipe chamber 2. Spring 56 lightly holds the valve'55 to its'seat andthere is suflicien'tlost motion between the valve head and the end of the lever 62 to permit said valve to be opened the train pipe reservoir air with outmoving the said lever.

It is to be noted that there is lost motion between the arm 65 of the lever 62 and the 2 "head'of the valve 55,.when the said arm is named downwardly from its normal position, The purpose of this is to insure the pening of valve 71 before valve 55 is unseated. By this arrangement of valves the emergenc reservoir air is discharged into the cham er 40" and thence into the train pipe before the difierential of pressures above and belowdiaphragm 43 can be disturbed by the opening of valve 55.' It also insures the discharge of the emergency reservoir air into the chamber 40 before the train pipe reservoir is recharged. It is also to be noted that the arm 65 of lever 62 normally is free of the valve 55 in order. that said valve may be opened by train pipe reservoir air during all serviceapplications of the brakes. I

,A difierentialof pressures will be maintained in chamber 47 and supplemental train pipe chamber 40, due to the tension of the '50 and 72 tendii1g to seat valve 71 and return the lever 62 to its normal position. When the pressure in chamber 47, plus the tension of springs 50 and 72, is sufficient to overcome the pressure in cham ber 40, the quick release diaphragm 43 will be returned to its normal position. By varying the tension of springs 50 and 72 the desired difierential of pressures may be maintained. By employing the twosprings 13.

the tension of spring 72may bemuchlighterf and 'a better adjustment of the parts may be secured.- l I After an emergency application of the brakes a release maybe secured'by a very moderate rise in brake-pipe pressure. It is to benoted that after an emergency/application the pressures in chambers4=and 25 3 and 24 in the are equal, and that chamber 21 -is vented to atmosphere through, ort 22-. The pressure in chamber 25, there ore, opposes the pressure in chamber'24, and it is only'necessary to build up in chamber 2 a brake pipe pressure which, plus the pressure in chamber 25,

will overcome the. emergency reservoir'pres-- sure in chamber 4. With the diaphrag'ms' proportionshown in Fig. 2,

the ressure' in chamber 2- need be about onealf the pressure in chamber '4; This makes itpossible to secure a, release after an emergency application, in a short 'tlme and without. the necessity of building .up brake J @reservoirpressure. 25-

pipe pressure to an equalitywith emergency The construction and operation, of" the parts contained in section B- of the triple .valve are as follows: I The supplemental train pipe chamber 40 of section A of the tripleis in direct comn 81 of section B of theftriple valve,'through" munication with the quick-action chamber pipe 59. A portionof the-lower wall of the chamber 81 isformed by the movable quickaction abutment 63, anda' portion of the upper wall" of said chamber is formed by the movable emergenc abutment 39. Be

low the abutment 63 1s formed the emer-- gency train pipe chamber39 and above the emergency abutment. 39 is formedthe emergency brake cylinder; chamber 41.

castinga; the emergency train pipe cham- I I necte'd directly action, reservoir F,.thr( ugh pipe, 1.

Depending from the abutment 63 is a cen-.

her 39 is formed in a oasting. b, and the emergency brake cylinder chamber 41' is formed in a casting 0', said castings being secured I together branch pipe 1) Thequick-action chamber 81 is indirect communication with the 'tral stem .82, which is guided at its lower end in a sleeve 83- adjustably' mounted in the lower wall of the casting b. [Surrounding said stem and bearing between a collar thereon and-the upper'endof the sleeve ,83 is a spring 84, the tension of which maybe varied by adjusting'the-sleeve 83.f .Pivoted in a su'itable'fulcrum block in the-chamber 39 is a lever 85',- the shorter arm of which extends through a slot in the stem 82 so that said lever will be vibrated on its pivot by the vertical movement of the diaphragm 63.- Chamber 39 is opento atmosphere through The quick-action chamber is' formed in acentral by. suitable bolts. The" emergency train pipe chamber 39? is'conto the train pipe through" quicka vertically adjustable sleeve. 86, the upper end of which is beveled to' form a seat for I an exhaust valve 87 which seats dow'nwardly. The longer arm of the lever 85 fits loosely in a slot ina head 88 of thejvalve 87. The lever 'normally is out-of cohtactwitli 'the upper and lower walls of the saidslot, so

that there will be somelost motion between.

the lever and the valve head before the valve is opened through the movement of said 7.5, lever; The valve .87 is provided with a dea pending stem 89 which is threaded to receive I an adjusting-cap 90' and a rigid part ofthe sleeve 86. is a ring 91, sa1d sp'rmg normally holding the valve and between said cap 1 87 on its seat. ItyiS to be noted that the valve seat, may be vertically adjusted through the movement of thesleeve 8 6 in order to secure the proper timing of-the valvejand that the tensionof' the spring '91 holding thevalveseat fmay be varied.

{1 cap 92 incloses the spring 91 and its ad-s usting means, and said cap is open to the atmospherthrough p pe 93. his manifest that a downward movement of the abutment 83 will result in opening valve 87 and ventmg the emergency train pipe chamber 39 to The abutment 63'is formed with a central upwardly extending post 94 which extends into the quicksaction chamber 81. In said chamber and pivotallyconnected to the post 94 is a lever 95., said leverbeing pivoted at oneend at 96. on, a suitable post within-said chamber 81, and connected to the post 94-at,

a point intermediate its ends.- The free end of saidlever fits loosely in a slot- 97 in a I vertical valve rod 98- which'carries near its:

upper end two oppositelyfacin'g valves 99 and 100. The upper end of the valve rod 98 isarrangedto reciprocate'in a valve case ing 101, said 'casi'ng'being formed with-a seat. 5 1" I to engage sufliciently to permit one valve to be opened,

when the other isclosed. The chamber 102 is connecteddirectl to the train pipe resere voir E through p1pe 106. f The upper end of 3- Q the valve sleeve 101 is" provided with a downwardly seating check valve 107 said valve'b'eing held to i-ts'seat by a spring 108. The sleeve 101 opens at its lowerfend, past valve 99 and through the sleeve 104, into the quick action chamber 81 and at its up'- i I v per end, past valve 107, into-a chamber 109, this latter chamber'being' in communication with the emergency brake cylinder chamber 41 through assage p110. It is manifest that when the autment 63 sraised by an 1niao hereinafter described.

past

crease of brake pipe pressure, lever 95 will lift valve rod 98 thereby closing the valve and passage, 110. The pressure of. the air from the train pipe reservoir will unseat valve 107, but said valve will be seated by a superior pressure in chamber 41 to prevent emergency reservoir air passing to the train pipe reservoir u on an emergency applica tion of the bra es, as willbe more fully 'The lower end of the valve rod 98 is loosely" connected to the upper end of a downwardly seating valve .111, said valve controlling communication between the quick-action chamber '81 and the pipe "59 which leads to the service section of the triple and communicates with the supplemental train pipe chamber 40 through passage 58, chamber 51 and the passage controlled by the valve 55. Valve'111' is provided with a leak port 112 which permits the. air in quick-action chamber 81 and quick-action reservoir F to leak down to train. pipe pressure when said pressure is less than the quick-action reservoir pressure. This is necessary in order that a release of. the brakes may be secured after an emergency application of the brakes- It is maniestthat when the abutment 63 is depressedvalve 111 will be seated, together with valve 99, and that valve 100 will be opened. ThlS action will close communication between the quick-action chamber 81 and the pipe 59 except for the small leak port through the "valve 112. It will also close communication between the quick-action chamber 81 and the train pipe reservoir, opening communication between the train pipe reservoir and chamber 41 as hereinbefore described.

Extending into the emergency inder chamber 41 is a'rigid arm 113, and in said arm is arranged a vertically adjustable hollow plug'11'4, on the upper end of which is formed a valve seat. The interior of said plug, below the valve seat,,is in communication with the vent port 61 formed in the arm 113, said port being open to atmosphere I through the chamber 115. Ini'the chamber 41 and connected at its lower end to the emergency abutment 39 is a yoke 116, said yoke surrounding the inner end of the arm 113. In a slot inthe upper arm of the. yoke 116 is mounted a valve stem 117 which car ries at its lower end -avalve 51 which is adapted to seat on the upper end of the plug 114 to, thereby close communication between When the abutment 63 is depressed the pipe reservoir in communlcabrake cyl-- the chamber 41 and the vent port 61. Connected to theupper end of the yoke 116 by means of the valve stem-117, is a cross bar 118. This bar is connected atone end to an emergency reservoir valve .60, and at its other end -to a brake cylinder valve 60. These valves are arranged to seat upwardly against the lower endsof vertically adjustable valve sleeves -119 arranged in the upper wall of the chamber 41. Valve 60 controls communication between chamber 41 "and a small chamber 120 which is connected, by

means of pipe 121, to the auxiliary reservoir through ipe 68. As shown in Fig.1 of the drawings, pipe'68 is connected to emerency reservoir chamber 4 through passage 6. Valve60 controls communication between chamber 41 and -a 'SIIl3.ll chamber 122 which is in communication with chamber 25 of the section A of the triple valve, through pipe 123. Each of the valves 60 and 60 is provided with an upwardly extending stem, and surrounding this stem is a light spring which is maintained under tenison by means of a cap plate and nut screwed on the end of the valve stem. The purpose of this spring is to accurately seat the valves'and yieldingly hold them in closed position.

Valves 51, 60 and 60 are so connected together that when the diaphragm or abut-- ment 39 is moved downwardly valve 51 will be closed and valves 60 and 60 opened.

When the diaphragm' or abutment 39 is moved upwardly valves 60 and 60 are closed and valve 51 opened. The abutment 39 is formed with a central depending stem 128 within quick-action chamber 81, axially in line with post- 94. I

Section B of the triple valve may be quite accurately designated as the emergency .change over section. for the reason that it contains the. parts which control emergency applications of ,sthe brakes and also the valves and parts. which place the train pipe reservoir in communication with the train pipe for service applications of the brakes.

and with the brake cylinder for emergency applications of the brakesa pipe 124. and in said pipe is a valve 125 by means of which communication between said chamber 41 and the auxiliary brake cylinder may be controlled. The auxiliarv brake cylinder D is connected'to the service brake cylinder D by means of pipe 126 in The auin'liary brake cylinder D is con- I nected directlyto chamber 41by means of which is arranged a valve 127. By provid- J ing the auxiliary'brake cylinder D and the a pipe connections and valves described. it is manifest that the said auxiliary cylinder may be used, together with brake cylinder for service braking and emergency brakmg. by opening valve 127 and closing valve 125. By closing valve 127 and opening valve the aux lhary brake cylinder may be used for emergency brakingonly. closing L inder will be entirely brakecylinder the light braking suitable for empty or unloaded cars, but may be quickly changed to adapt It is also well adapted for use in passenger service where itis desirable to have .heavy' braking for emergency occasions and valves 125-and-127 the auxiliary brake cyldisconnected from the brak ng apparatus. This is desirable where only light brakingis necessary. It is clear,

therefore, that by means of the auxiliary apparatus is adapted "for it for heavy braking for'use on loa ded cars.

* braking for ordinary service stops" 7 from the foregoing, stated as 'follows The operation if the emer ency change- OVer section of theapp'aratus will be clearbut may be briefly re- -'I-n originally charging l the apparatus brake pipe air flows through, pipe-'59 past valve 111, intochainber 81, past yalve9 9 J ,whichis then open,

into train pipe reservoir From chamber '81 air passes into the quick-action reservoir Brake pipe air .will flow through branch .pipe 1 into the emergency train pipe chamber 39 and will a raise abutment 6-3. This operation -will cl'ose -sure in chamber 39 duced and the superior pressure n quickdownwardly thereby permitting valve 99-to' valve 100 and open valves 99 and 111.,

;; -Upon' a sudden reduction ofi'brake pipe:

of securing an pressure ,for the purpose emergency application of the brakes, -presis correspondingly reaction chamber 81 will immediately move.

abutment 63' downwardly; 1 The valve movements Will be as follows: The lever 95 moves I move downwardly to its seat, and as valve 1 simultaneously, 111 shall seat'slightly ahead of valve 99. As

seated lever 85 111-is carried by valve 'irod 98 this latter valve-will also move downwardlyitsseat. -Valves 99 and 111 will seat practlcally it being desirable that valve.

valve rod 98 moves downwardly itis',ma'nifest that valve 100 ;will also move downwardly, thereby openinga passage from the train pipe reservoir throughpassage 110=to chamber 41. After valves 99and 111- have motion between whereupon the it and the-valve'liead 88, valve 87 will be opened 'to vent the trainpipe chamber-39f? andthe train the brake cylinder; The ch vvopening "reservolr air will then flow through pipe .1 121, chamber120,

41, and from sai pipe to "atmosphere. 7 air entering chamber 41 will depress diaphragm 39, thereby closing vent port .6l and valves 50. and GOfiIxEmergency ast valve 60 into chamber chamber pastvalve 60 into pipe 123 to. chamber 25' and thence to prevents brake cylinder pressure I from the chamber 41 back to the train pipe reservoir when said pressure exceeds the pressure 1n the tram-pipe I'GSGIVOII: The

light" will have taken up theflost- Train pipe reservoir eck valve 10.7

passing 1 'saidvalve, however, permits train pipejreser voirjair to pass -to chamber 41 and thence to the brake cylinder reservoir pressure exceeds the brake cylinder pressure upon an emergency application of the brakes.

Air in the, quick-action chamber 81 and when said train-pipe I from the quick-action reservoir will" flow through the leak "port 112 to "pipe 59 and thence to train pipe until there is an equalizachamber 8L service section a checkfvalve which-,isheld; lightly toits seat by the spring 56 so that air may pass by it into the chamber 40 At this time valve 55, in' the provided for in order that valve 55 may serve. merely as a check valve and be 'free to; move independently of said lever. Whem pressures has "taken place to bring about thesaid be seated by spring 91,

anddiaphragm63 wilL berai'sed. to :cause" stem 94 toengageistem .128. The superior 1 brake cylinder pressure in chamber 41 will.

p e t ur r, diaphragm 63. a M pipe pressure pressuresin chambers39 and upward movement of: the

two chambers bein .When valve 87 is from chamber 3 increase in trai g substantially equal.

pipepressure will operate the partsin theserv'ice' section of; the triple 1 to open valve 35 and releasebrakecylinder pressure, thereby reducing the brake'cylin-- and thence tof 'the' train pipe, T -helost motion between the arm 65 of-lever 62 and the headi'of valve'55,'1-ispressure.- The' raort 112, and said port Upon an increase of brake 81' will be' increased, thepressures in said 105 closed further exhaust is prevented. A continued of the triple serves'merel the desired period of V pressures in chamber-s81 v derp'ressure in chamber 41, -When the -pres- I "sure .in said eham' .dured diaphragm move. p a y;

er has been sufliciently re- V i I v 63 will continuejit's upr" ward movement, and diaphragm .39' will also f 5 1 opening valve 5 1 and; c10s-' ing valves 60 and 60 Theucontinued .up-'

ward movement of the diaphragm": 3, will open valves-111 reservoir and the train pipe reservoir and between; the lever 95 and valve I rod 0 98, said "lostmotions'being so propeitioned tions of operated by: said levers. Diaphragm39 preferably has approximately one-half the thereby permitting; the vrechargingofthe quick-actionchamber' 81, the quick-action l as to secure the proper sequenceof opera the various valves controlled and and 99 and close valve 100,

' It is tobenoted that there is lostmotion A between the lever 85 and the. valve head 88,"

75 'tion or pressures in thetrain pipe and said,"

movement of diaphragm 63. movement of diaphragm 63 permits said pipe 124 to diaphragm to be partlyraisedto close valve 87 without moving thediaphragm 39. In the downward movement of the diaphragm 63 stem 9-]: is moved away from stem 128, as

shown clearly in Fig. 4. g a

7 It is to be noted that valves 99, 100 and 111 control the charging of the quick-action reservoir .and the train pipe reservoir and the connection between the service reservoir and the emergency brake cylinder chamber,

during emergency applications of the brakes,

and between said reservoir and the train pipe through the quick-action'chamber 81, during all service applications of the brakes. Upon all emergency applications of the brakes air will pass from chamber -11 through the auxiliary brake cylinder D when it is desired that said brake cylinder shall be used during emergency applications of the brakes. It is also manifest that the auxiliary brake cylinder may be used in all service and emergency applications of the brakes if desired, or only in emergency applications, by the proper positioning of the valves 125 and 127. I

Pressure in chamber 81 rises and falls with slow changes in train pipe pressure and with the pressure in chamber 39, so that upon slow reductions of train pipe pressure for service applications of the brakes the diaphragms in the emergency section of the brakes the train pipe capacity is augmented For emergency by the train pipe reservoir.

applications of the brakes the train ipe capacity is reduced by the sealing of t e train pipe reservoir from the train pipe andconnecting said reservoir to the brake cylinder. This is of great advantage as it prevents the depletion of the train pipe reservoirs when the-train pipe is vented to atmosphere to secure the emergency application of the brakes.

What I claim is z.

1, A triple valve, comprising means op erating upon a slow reduction of train pi e pressure to admit train pipe air to the brake cylinder fora. service. application of the brakes by train pipe pressure alone, an emergency reservoir. chamber, a quick-re lease diaphragm, and means operated by said diaphragm upon an increase of train pipe pressure for a release of the brakes to open communication between the emergency reservoir chamber and the train pipe.

2. A triple valve, comprising means op erating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the This excess 1 train pipe-air to the operated by an increase of train pipe pressure for a release of the brakes to open communication between the emergency reservoir chamber and the train pipe.

"3. A triple valve, comprising means operating upon a slow'reduction of train pi e pressure to admit train pipe air to the bra e cylinder for a service application of the brakes by train pipe pressure alone, an

.emergency reservoir chamber, a quick-re lease diaphragm, means for admitting train pipe pressure on one side of said diaphragm, and means operated by an increase of train -pipe pressure on the opposite side of said diaphragm for a release of the brakes to open communication between the emergency reservoir and "the train pipe.

4. An air brake apparatus, comprising a triple valve, an emergency reservoir, atrain pipe reservoir, means 1n the triple valve operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes by train pipe pressure alone, a quickrelease diaphragm in said triple valve, and means operated by said diaphragm upon an increase of train pipe pressure for a release of thebrakes to open communication between the emergency reservoir, the train pipe reservoir and the train pipe.

5. An air brake apparatus, comprising a triple valve, an emergency reservoir, a train pipe reservoir, means in the triple valve operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes by train pipe pressure alone, a quickrelease diaphragm in said triple valve, means for admitting train pipe reservoir air to one side of said diaphragm,nieans for admitting other side of said diaphragm, and means operated by said 'diaphragm upon an increase of train pipe pres sure in opposition to train pipe reservoir pressure to-open communication between the emergency reservoir, train pipe reservoir, and the train pip:

6. An air bra e apparatus, comprising a. rvalvedevlce, an emergency reservo1r,-a train pipe reservoir, means in the valve devlce operating upon a reduction of train pipe pressure to admit train pipe air to' the brake cylinder for a service application of the brakes by train pipe air alone,-a quick-release diaphragm, a pair of valves controlling communication between the emergency reservoir, train pipe, and train pipe reservoir, and means operated by the said diaphragm by an increase of train pipe pressure to open said valve to permit emergency reservoir air to flow to the train pipe and to the train pipe reservoir. r

7. An air brake apparatus, comprising a valve device, an emergency reservoir, a train i e reservoir means in the valve device crating upon a reduction of train pipe pressure to. admit train pipe air tothe brakecylinder for a service application" of the brakes by train pipe air alone, a quick-release diaphragm, a pair of valves controlling communication between the emergency reservoir, train pipe-and train pipe reservoir, and a quick-release lever connected to said diaphragm and to said valves and opera-ting .upon an lncrease of train p1pe pressure for a release of the brakesv to open said valves to permit emergency reservoir airto flow to thetrain voir.

8. An air brake apparatus, comprising a valve device, an emergency reservoir, a train pipe reservoir, means in thevalve device operating upon a reduction of train pi e pressure to admit'train pipe air to the bra e thetrain pipe. and to the train pipe reser voir, and means for adjusting the valve seats toward and from said lever.

9. An air brake apparatus, comprising a' valvedevice, an emergency reservoir, a

train pipe reservoir, means in the valve device operating upon a reduction of train pipe pressure to admittrain pipe air .to the brake cylinderfor a service application of the brakes by train pipe air alone, a quick-,

1 release diaphragm, a pair of valves control ling communication between the emergency reservoir, train pipe and train pipe reser- VOII'," a qu1ck-release lever connected to said diaphragm and to said valves and operatingupon. an increase of train p1pe pressure for a release of the brakes to open said. valves to permit "emergency reservoir air to'flow to the tram pipe and to the train pipe reservoir, and'adjustable means forlimiting the movement of the quick-release diaphragm in bothdirections.

10. An air brake apparatus comprising a valve'device, an emergency reservoir, a train pipe reservo r, means in the valve device operating upon a-reduction of train pipe pressure to admit train pipe air to the brake a lease diaphragm, a

cylinder for a service application of the brakes by train pipe air alone, a quick-repairof valves control.- ling communication etween the emergency reservoir, train pipe and train pipe reser voir, a quick-release lever connected to said diaphragm and to said valves and operat g pipe and to the train pipe reser .upon an increase of train pipe pressure for a. release of the brakes to open said valves to permit emergency reservoir air to flow to the train pipe and to the train pipe reservoir, and a'stop' adapted to be engaged by the diaphragm and to limit its movement in one direction.

11. An air brake apparatus comprising a valve device, an emergency reservoir, a train pipe reservoir, means in the valve device op erating upon a reduction of train pipe pressure to admit train-pipe air to the brakecylinder fora service application of the brakes by train pipe air alone, a quick-release diaphragm, a pair of valves controlling communication between, the emergency reser. voir, train pipe and'train pipe reservoir, a quick-release lever connected tosaid dla- ,phragm and to said valve and operating upon an increase "of train pipe pressure for a release of the brakes to open sald valves to permit emergency reservolr air to flow to the train pipe and to the train-pipe reservoir, and a stopfadapted to be'engaged by the diaphragm and to limit its movement in one direction. i 1

12. A triple valve comprising means operating upon a'slow reduction of train pipe' pressure to admit train pipe air to the brake cylinder for a service application of the brakes by "train pipe pressure alone, an emergency reservoir chamber, a quick-release diaphragm, yieldable means operating onone side of said diaphragm, means for admitting train pipe pressure on the opposite side of said diaphragm, and means operated by said diaphragm on an increase of train p1pe pressure to open. communicatlon between the emergency reservoir and the train p p I l 13. A triple valve, comprising. means opcrating upon aslowireduction of train pipe pressure to admit train pipe air to thebrake cylinder for a service application of. the brakes by train pipe pressure alone, an emergency reservoir chamber, a quick-release diaphragm, a spring operating on one side of said diaphragm, means .for admitting train .pipe pressure on the opposite'sideof said diaphragm, and means operatedby said diaphragm ,on an increase of train pipe pressure to open communication between the emergency reservoir andthe train pipe.

, 1 4. An air brake apparatus comprising an emergency reservoir, a brake cylinder, a

brake p1pe reservoir, a brake pipeand a valve device operating upon a slow reduction of train pipe pressure to admit train pipe air tothe brake cylinder for a service application of the brakes, a diaphragm in said valve device subject to train pipe pressure, a valve controlled .by said diaphragm, a

spring tending to move said valve to closed position whereby an mcrease of train p1pe, pressure will move sa d vvalve to open pos1- 10 plica'tion-of the brakes,

5 voir air fora tion in opposition to said spring, and means whereby the emergency reservoir will discharged into the brake pipe when said diaphragm and valve are moved by an in- "5' crease of trainpipe pressure. .15. An air brake apparatus, comprising a triple valve, means therein operatingupon a reductionof train pipe pressure to admit air to the brake cylinder for a service apa train pipe reservoir, a quick-release means in said triple valve subject to train pipe reservoir pres sure and train pipe pressure and operating upon an increase of train pipe pressure reservoir in-communication with the t-rain pipe to increase the train pipe pressure.

16. A triplevalve provided with a main train pipe chamber, an equalizing chamber adapted to be ,placed'in direct communication with a brake c linder, an emergency 'reservoirchambe'r a apted to be placed in direct communication with an emergency reservoir, a supplemental train pipe chamber in opencommllnicati'on with the main train pipe chamber, an emergency reservoir,

:a train pipe reservoir, valves controlling communication between saidreservoirs and the supplemental train. pipe chamber, a

' quick-release diaphragm subject to pressure in said supplemental train pipe chamber, means admitting train pipe reservoir air to one side of V the said" quick-release dia phragm, means connecting said diaphragm to said valves whereby upon an increase of train pipe chamber.

service applications of thebrakes and therelease of the brakes, means to control emergency reservoir air. fora quickerelease of the brakes, and means in the other casing to control emergency reservoir air for emergency applications. f I p 18. A triple valve comprising I two independent casings, means inone of said casings to control train'pipe 'air for service ape plicat-ions'of the'bra-kes and the release of the brakes, means to control emergency reseruick-release of the brakes, and means in tie other casing to control auxiliary reservoir air' and train pipe reservoir air for emergency applications.

,19. A triple valve comprising two independent casings, means in one of said casings to control train pipe air for service 'applications of the brakes and the release of the brakes. and also means operated by anan increase of train pipe pressure to place emergency reservoir air in theti'ain pipe for for 15 a release of the brakes to place the-emergency a quick-release of the brakes, and means in the other casing operating upon a sudden reduction in train pipe pressure to place the emergency reservoir incommunication with the brake cylinder -for an emergency application. of the brakes. I

20. Av triplevalve comprising two independent casings,,means in one of said' casings to control train pipe air for service applications of the brakes and the release of the brakes, means operated by an increase of "train" pipe pressure to place emergency reservoir air in the train pipe for a quickrelease of the brakes, and means in the other casing operating upon-a sudden reduction in train pipe pressure to place the emergency reservoir in communication with the brake cylinder for an emergency application ofthe' brakes and to vent the train pipe to atmosphere. v 21. A tri le valve comprising two inde pendent casings, means in one of said casings operating upon a reduction in train pipe pressure. to admit train pipe air'to the brake cylinder fora service application of the brakes, and-operating upon an increase of train pipe pressure to vent the brake cylinder to atmosphere, and means in the other casing operating upon a sudden reduction in train pipe pressure to place the emergency reservoir in communication with the brake cylinder and to seal the train "pipe reservoir from the train pipe and place it in communication with the brake cylinder.

22. A triple valve comprising two independent casings, means in .one of said cas-.

ings to control train pipe air for service applications of the brakes and for the release of the brakes, and means in the other casing tocontrol emergency reservoir air and train pipe reservoir 'air for emergency applications of the brakes.

A A triple valve comprising two independent casings, meansin one of said casings to controltrainpipe air for service applications of. the brakes and for the release of thebrakes, and means in the other cas- ,ing' to control emergency. reservoir air and train pipe reservoir. air for emergency applications ofthebrakes and to vent the train.

, brakes, and means in the other casing to control emergency reservoir and train pipereservoir air for emergency applications of thebrakes, and to vent the train pipe to at mosphere.

' 25.- Anair brake apparatus comprising an emergency reservoir, a service reservoir, a triple valve comprising two independent casings, means in one ofsaid casings to control train pipe air for service applications ofthe brakes and the release of the brakes- :and' to control emergency reservoir air. for

of the brakes and emergency reservoir air for.- the quick-release of the brakes, and means in the other casing to control emergency reservoir" air and train pipe reservoir air for emergency applicationsofthe brakes and to vent the train pipe to atmosphere.

27. A triple valve comprising means operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder, for a service application of the brakes, an emergency train pipe chamber, a

movable'abutment forming, one wall of said.

chamber, an exhaust valve adapted to be op- *erated by said abutmentupon'a suddenv reduction of train pipe'pressure, an emergency brake cylinderchamber, and means therein operating upon a sudden reduction of train pipe pressure to open communication be- ,tweenthe emergency reservoir and the brake cylinder for an emergency application of the brakes.

2-8. A triple valve for air brakes comprising means operating upon a .slowreduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes, an emergency train pipe chamber, an emergency brake cylinder chamber, movableabutments between said chambers, and valves controlling communication from the emergency reservoir to the emergency brake cylinder chamber. and from saidchamber to thebrake cylinder and from the emergency train pipe ch amber to atmosphere, all of said valves being operated by themovaJble abutments upon a' sudden reduction'in train pipe pressure. :29. A triple valve comprising means opcrating upon a slow reduction of'train pipe pressure to admit air to thebrake cylinder for a serviceapplication of the brakes, an. emergency tram pipe chamber, an emergency brake cylinder chamber, movable abutments between said chambers, and means operated by a. sudden reductionof train pipe pressure to vent the emergency train pipe chamber to atmosphere and to place the emer ency'res ervoir in communication with the rake cylinder through the emergency brake cylinder chamber.

30. An alr brake apparatus comprising an emergencyreservoir, a train pipe reservoir, atrain ,p1pe, a triple valve comprising two lndependent; caslngs, means in one of saidcasings operableby aredu'ction in ltrain pipe pressure to admitair to the brake cylinder for a service application of the brakes, and

by an increase of train pipepressure to vent the brake cylinder to atmosphere, and means in the other casing. operable by a sudden reduction 0d. train pipe pressure to vent the trainpipe to atmosphere andopen com= munlcation betweenthe emergency EBSGI'VOII" and brake cylinder.

31. An air bra'ke apparatus comprising an emergency reservoir, a train pipe reservoir, atram pipe, a tr ple valve comprislng two independent casings, means in one of said casings operable by a reduction in train pipe pressure to admit air to the brake cylinder for a service application of the brakes, and

the brake cylinder to atmosphere and "connect the emergency reservoir'to the train pipe 'to increasev train pipe pressure, and means in the other casing operable by a ,sudden redu-ction of .train pipe pressure to .ven'tithe train pipe to atmosphere. and open communication'between the emergency reservoir and brake cylinder 32. A triple valve comprising means oper: ating upon a slow reduction of train pipe pressure toadmitair to the brakecylinder for a service application ofthe brakes, an emergency train pipe chamber, an emergency brake cylinder chamber, movable abutments between said'chambers formed of tw'e independent diaphragms having a qiuck-a ction chamber between them, one of said diaphrag'ms forming one wall of the emergency train piple chamber and the other fori'ning one "wall of the emergency brake cylinder chamber, a quick-action reservoir connected to the quick-action chamber, a train pipe res- .ervoir connection normally in communication with thequick-action chamber, means operated by one of the movaJble-abutments to open communication between the emergency reservoir and the brake cylinder upon a suddenreduction in rtr ain pipe pressure,

means operable by the abutment forming one Wall of-the emergency train pipe chamber for venting thesaid emergency train pipe chamber to atmosphere, and means whereby upon a suddenreductionof train pipe pressure thetrain. pipe reservoir connection will be sealed from the quick-action chamber and placed in "communication with the emergency brake cylinder 'cham'ber.

33. In an air brake apparatus, a valve device comprising two independently movable Y diaphragms having a quick-action chamber between'then'nmeans operable by one of said diaph-ragms upon 'a sudden reduction in train pipe pressure to place the emergency reservoir l l communication with the brake 85 by an increase of train pipe pressure to vent y cylinder, and means whereby the pressure in the quick-action chambef between said diaphragms will move one of them to'vent the train pipe to atmosphere.

34. In an air brake apparatus,'a valve de vice comprising two independently movable diaphragms having a quick-action chamber 'between them, means operable by" one gof said diaphragms upon a sudden reduction in train .pipepressure to placethe emer' gency reservoir 1n communication with, the brake cylinder, means whereby the pressure inthe quick-action. chamber between said diaphragms will move one of. them to vent the train pipe to atmosphere, a qnick a-ction reserroirconnected "to said 'cquick-action chambenahd means wherebyithe pressurein the. quick-action chamber will slowly Y equalize with the reduced train pipe pressure.'-

55,.v An air brake apparatus comprising a valve device formed with an emergency pipe pressure to place the emergency reservoir in communicationwith the brake. cyl

inder and to seal the train pipe reservoir from the qulck-action chamber and place'it in communication with the emergency brake cylinder chamber, means whereby the pressure in the quick-action chamber will move one of said diaphragms independently of the other to ventthe emergency train pipe chamber to atmosphere, and means permlttlng a slow. equalization of pressures. in the quick-action chamber and the train pipe after areduction in the train pipe pressure.

36. A triple valve emergency section formed with an emergency train pipe chamher, an emer ncy brake cylinder chamber, two indepen ently movable diaphragms between said chambers and having a quick action chamber between them, an emergency reservoir valve, a brake cylinder valve, means connecting said valves to one of they movable diaphragms, an emergency train pipechamber exhaust valve, and a lever adapted to be operated by one of the diaaphragms to open said exhaust valve upon a I sudden reduction in train pipe pressure.

of said casings to control train pipe air. for

37, An air brake apparatus, comprising an emergency reservoir, a train pipe reser' voir, a tram pipe and a'triple valve formed of two independent caslngs, means in one service applications of the brakes'and the release of the brakes, and also means operated by an increase of train pipe pres ure 0 reservoir and-the brake cylinder.

to connect the emergency reservoir to the .train pipe fora quick-release of the brakes,

means 1n the other casing operatingupon a sudden reduction in train pipe pressure to place the emergency reservoir in communicanon with the brake cylinder for an'emergency application of the brakes, means in both of said casings for connecting the train pipe reservoir tothe train pipe, and means in one of said casings to connect the train .pipe' reservoir to the brake cylinder for an gemergency application of the brakes.

3 8. air brake -apparatus, 'compris'ing a tram pipe, an emergency reservoir, a tram pipe reservoir, a triple valve formed of two independent casings, means in one of sa d casings to connect the train pipe reservolr to the train'pipe for service applications of the brakes, and means in the, other casing [to connect the said train pipe reservoir to the brake cylinder in emergency applications of the brakes. a 39. A triple valve, comprising two independent casings, means inone of said casings tocontrol train pipe air for service applications of the brakes andthe release;

"of the brakes, a pair of diaphragmsin the.

other casing independently movable and spaced apart to form a quick-action chamber, a train pipe exhaust-valve adapted to 9} be operated by one of said diaphragms, and means operated by the other diaphragm to open communication between the emergency crating upon a slow reduction of'train pipe pressure to admit train pipe air to the brake 3 cylinder for a service application of the brakes by train pipe pressure alone, a pair of diaphragms independently movable and 1 spaced apart to-"-form a quick-action chamber, a trainpipe exhaust valve adapted to be operated one of said diaphragms, and

- means operated by the other diaphragm to open communication betweenjthe emergency 111 reservoir and the brake cylinder. 1

41 A valve, device, comprlsmg two in-, dependently movable diaphragms having a quick-action chamber between them, means 'operable by one of said dlaphragms ,upon a Ill sudden reduction in train pipe pressure to place the emergency reservoir; in communicationwith the brake cylinder, and-means whereby the pressure in the quick-action chamber between said diaphragms will move ll "one of them to ventthe train pipe to atmosphere. c 42. A triple "valve comprising means oper- I ating upon a slow reduction of train pipe pressure to admit train pipe air to the brake Ill cylinder l for a service application of the brakes by train pipe pressure alone, a pair of diaphragms independentlymovable and spaced apart to form a quick-action chamher, an emergency brakecylinder chamber ll 40. A triple valve, comprlsmg means'op- 1'01 I means operated by the other diaphragm to open communication between theeme gency-reservoir emergency brake cylinder chamber and the brake cylinder.

43. In an air brake apparatus a triple valve comprising an emergency section, a

' pair of diaphragms therein-and independently movable and spaced apart to form a quickaction chamber, an emergency train pipe chamber below one of said diaphragms,

an emergency brake cylinder chamber above the other of said diaphragms, a lever in the emergency train pipe chamber, a train pipe munication between thequick-action chamexhaust valve connected to one end of said lever the other end thereof being connected to the diaphragm, a lever in the quick-action chamber and connected to the diaphragm forming a portion of the walls of the emergency train pipe chamber, a pair of valves connected to said lever and controlling comber and the train pipe reservoir andbetween the train pipe reservoir and the emergency brake cylinder chamber, and means. connected to the diaphragm fonning a portion of the walls of the emergency brakecylinder chamber for opening communication between the emergency reservoir and said chamber and between the said chamber and the brake cylinder.

" 44. In an air brake apparatus ;a triple valve comprising. an emergency section, a pair of diaphragms therein and spaced apart to form a quick-action chamber, a train pipe exhaust valve operated by one of said diaphragmsupon a sudden reduction of train pipe pressure, and means operated by said diaphragm upon a sudden reduction of train pipe pressure to close communication between the quick-action chamber and the train pipe reservoir and to open communication between the train pipe reservoir and the brake cylinder, and means operated by the other diaphragm to'open communication be,- tween the emergency reservoir and the brake cylinder.

45. In an air brake apparatus a triple valve comprising an emergency section, a pair of diaphragms therein, means operated by one of said diaphragms upon a sudden reduction of train pipe pressure to open the train pipe to atmosphere to open communication between the train pipe reservoir and the brake cylinder, and means operated by the other; diaphragm to open communication brakev cylinder.

between the emergency reservoir and the 46. In an air brake apparatus, 'a train-'- pipe, an emergency reservoir, a train pipe reservoir, 'a trlple valve comprising an emer-.

gency section and means therein operating upon a sudden reduction 1n train pipe pressure to open the train pipe to atmosphere and .to open communication between the, train pipe reservoir and-the brake cylinder and also to open communication between the emergency reservoir and the brake cylinder.

47. An air brake apparatus comprising an emergency reservoir, a .brake cylinder, a train pipe reservoir, a quick-action reservoir, a triple valve containing means operating upon a slow reduction of train pipe pressure toadmit train pipe air to the brakecylinder for a service application of the brakes. by train pipe pressure alone, and also containing means operating upon a sudden reduc- I tion pf train pipe pressure for an emergency appllcation of the brakes to open the train pipe to atmosphere to seal the quick-action tram pipe reservoir and the brake cylinder and to open communication from the emergency reservoir to the brake cylinder.

48. An air brake apparatus comprising an emergency reservoir, a brake cylinder, a train pipe reservoir, a quick-action reservoir, a triple valve formed of a service sec-' tion and an emergency section, the service section containin slow reduction of rain pipe pressureto admit train pipe air to the brakecylinder for a service application of the and means operatlng upon an increase of train pipe pressure to open communication be'-- tween the emergency reservoir and thetrain pipe for a quick release of the brakes, the emergency section containing means operating upon a sudden reduction in'train pipe pressure to open the train pi e to atmoszphere to seal the quick-action reservoir from the train pipe except for a'smallleak port and to seal said reservoir' from the train pipe reservoir and to open the train pipe reservoir tothe brake cylinder, and also containing means to open communication between the emergency reservoir and the brake cylinder.

brakes and the release of said brake-cylinder air for a release of the brak s, a d a 1- means operating upon a cylinder for a service application of the 90 reservoir from the train pipe reservoir. and

a f 49. An airbrake apparatus comprising an emergency reservoir,'-a train pipe, a brake v reservoir and the train pipe to permit the.

5 I emergency reservoir air to discharge into the i taining an abutment operating upon an increase of train pipe pressure to open communication between the emergency reservoir and the train pipe for a quick release of the brakes, the emergency section containing a pair of movable diaphragms or 'abutments one of said diaphragmsupon a sudden reduction in train pipe pressure venting the train pipe to atmosphere, sealingthe quickaction reservoir from the train 'pi-pe reservoir and opening communication between the train pipe reservoir andthe brake cylinder, the other'of'said diaphragms opening communication between the auxiliary rese'rvoir and the brake cylinder. 50. An air vbrake apparatus comprising an 'u-pon an increase of train pipe pressure to open communication between the emergency trainpipe for a releaseof the brakes.

51,. An air brake apparatuscomprising anemergency reservoir, a brake] cylinder, a train pipe reservoir, a triple valve compr singmeans operating upon a slow reduction of train pipe pressure admit train. ipe and train pipe reservoir air to the brake;

cylinder for aservice application of the brakes, and means operating upon an in-, crease of train pipe pressure above the re-- duced train pipe reservoir pressure to open communication between the emergency reservoir and the train pipe to permit emergency reservoir air to discharge into the train pipe for a quick release of the brakes.

52. An air brake apparatus comprisingan emergency reservoir, a train pipe, a brake] cylinder, a triple valve comprising means operating upon a reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes,- and upon an increase of train pipe 7 pressure to opencommunication between the brakes, a quick-release-diaphragm in saidtriple valve, means for admitting train pipe reservoir air to one side of saiddiaphragm,

' meansfor admitting train pipe air tothe other side. of said diaphragm, and means operated by said diaphragm upon an .increase of trainpipe pressure in opposition to train pipe reservoir; pressure to first open communication between the emergency reservoir and the train pipe and to then .open communication between thetrain pipe reservoir and the train pipe.

' 54. An air brake apparatus comprising a valve device, an emergency reservoir, a train pipe reservoir, meansin the valve device operatingupon a reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes, a quick-release diaphragm, a valve controlling communication between the emergency {reservoir aiid train pipe, a valve controlling communication between the train pipe reservoir ,and the train pipe', and means operated 'by the said quick erelease diaphragm upon an increase of train pipe pressure to first open the .valve to admit emergency reservoir air to the train pipe and to .then open the valve controlling communication between the train pipe reservoir and the train pipe, whereby the emergency reservoir air will be discharged intothe train pipe before communication is opened between the train pipe and the train pipe reservoir.

55. A triple. valve for an air brake apparatus comprising means'operating upon a slow reduction of train pipe pressure to admit train pipe air to the brake cylinder for a service application of the brakes, a quickrelease diaphragm in said triple valve,

means for admitting train pipe reservoir air to one side of said diaphragm, means for admitting train pipe air to the other side of said diaphragm, and means operated by said diaphragm upon an increase of train pipe pressure in opposition to train pipe reservoir pressure to first open a valve controlling communication between an emergency reservoir and the train pipe, and to then open a valve controlling communication between the train pipe and a train pipe reservoir.

56. p A triplefvalve for air brake apparatus comprising means operating upon a reduction of train pi'pe pressure to admit train pipe air to'the-brake cylinder for a service application of the brakes by train pipe presemergency reservoir and the train pipe to permit the emergency reservoir air to discharge into the train pipe for a release of 'the brakes. f' p 53. An air brake apparatus comprising a triplevalve, an emergency reservoir, a trainpipe reservoir, means in the triple valve opsure, a quick-release diaphragm in said triple valve, a quick-release valve in said triple valve and controlling communication between w an emergency reservoir and the train pipe, .a check valve in saidtriple controlling communication between the train pipe and a train pipe reservoir, and means operated by saiddiaph-ragm upon an increase of train pipe pressure to first open the quick-release valve and to then open the said :check valve. 1

i 57. An air brake apparatus, comprising a triple valve, an emergency reservoir,a train pipe reservoir, means in the triple valve operating upon a slow reduction of train pipe pressure to admit train pipeair to the brake cylinder for a service application of the diaphragm upon an brakes by train pipe pressure alone, a quickrelease diaphragm in said triple valve,- means'for admitting train pipe reservoir air to one side .of said diaphragm, means for admitting train pipe .air to the other side of said dlaphragm, means-operated. by said increase of train pipe pressure in opposition to train pipe reservo1r pressure to open commun1cat1on 'be;

tween the emergency reservoir, reservolr and the train pipe, a spring tending tomovesaid qulck-release train pipe d ap g and means for varying the pressure of said spring on said diaphragm.

58. An air brake apparatus, comprisinga valve device, an emergency reservoir, a train pipe reservoir, means in the valve device operating upon a reduction of train pipe pressure to admit train ,pipe air to the brake cylinder for aservice application of the brakes by train pipe air alone, a quick-release diaphragm, a pair of valves control- -ling communication between the emergency" reservoir, train pipe and train pipe reservoir, a quick-release lever connected to said diaphragm and to said valves and operating upon an increase of train pipe pressure for' a release of the brakes' tov open said valves to permit emergency reservoir air to flow to the train pipe and to the train pipe reservoir, spring means tending to move said lever to permit the valves to close, and

means for varying the pressure of said spring means on said lever.

59. An air brake apparatus comprising a train pipe, an emergency reservoir, a brake cylinder and avalve device, means in said valve device operating upon a slow reduction of ,train pipe pressureto admit train pipeair to the brake cylinderfor an appli cation of the brakes, and a quick-release means in said valve device operating upon a predetermined increase in train pipe prescation of the brakes, aquick-release means in said valvedevlce operatlngupona pre- 7 determined increase in train pipe pressure without. regard :to the rate of r1se of train pipe pressure todischarge the emergency reservoir into the train pipe for a quick release of the brakes, and means in said valve device operating upon a sudden reduction in train pipe pressure to discharge the emergency reservolr into the brake cylmder for an emergency application of the brakes.

61. An air brake apparatus comprising a trainpipe, an emergency reservoir, a-brake cylinderand 'a' valve device, means'inf said valve device operating upon a slow reduction oftrain pipe pressure to admit train pipe air to the brake cylinder for an application of the brakes, aquick-releasemeans in said valve device, operating upon {an increase in train pipe pressure to discharge the emergency reservoir into the train pipe for a quick release of the brakes,and means in said valve device operating uponiasudden reduction in train pipe pressure to discharge the emergency reservoirinto the brake cylinder for an emergency application of the brakes; v r f 62. An airbrakeapparatus comprising a train pipe,

valve device operating upon a slow reduction of train pipe pressure to admit train pip'eair tothe brakecylinder for an application of the brakes, a quick-release means in said valve device operating uponan inan emergency reservoir, a brake cylinder and a valve dev1ce,'means 1n sald creasein train pipe pressure without regard to the rate of risein train pipe pressure to discharge the emergency reservoir into the train pipe for a'quick release of the brakes, and means in said valve device operating upon a sudden reduction in train-pipe pressure to discharge the emergency reservoir into the brakecylinder for application of the brakes.

an emergency 63. A triple valve for that type of air I brake apparatus in. which train. admitted to the brake cylinderfor all servpipe air is" ice applications of the brakes and-the" emergency reservoir air is admitted to the brake cylinder for emergency applications of the brakes and to the train pipe for; aquick release of the brakes, and comprising train pipe pressure to place the train pipe in communication with the brake cylinder for a service application of the brakes, and

means operating upon an increase of train pipe pressure to place the emergency res-- ervoir in communication with the train pipe for a quick release of the brakes, and with means operating upon a sudden reduction in train pipe pressure to place the emer gency reservoir in' communication with the brake cylinder for an emergency applica tion of the brakes, said means also operating to vent the train pipe to atmosphere through the triple valve. i

64. A triple valve in accordance with means operating upon a slow reduction of claim 63, and wherein the means for placing the emergency reservoir in communica-' tion with, the train pipe for a quick release -of' the brakes will operate upon a predetermined rise in train pipe pressure without regard to the rate of rise. 65. A trlple valve in accordance with claim 63, and wherein the means for placing the emergency reservo r 1n communication with the train pipe for a quick releasev of 1 the brakeswill operate" upon an increase of train pipe pressure without regard "to the rateofrise, I A 66. An air brake apparatus comprising a train pipe, a brake cylinder, an emergency reservoir, a triplevalve, means for augmenting the train pipe capacity, means in the triple valve operating upon a slow reduction 7 of train pipe pressure to place the'train pipe in communication with the brake cylinder. for a service application of the brakes by train pipe pressure alone, means in the triple I valve operating upon a sudden reduction in tram p1pe pressure to out 01f a portion of cation with the brake cylinder for an emergency application of the brakes.

67.- An air brake apparatus, comprising a train pipe, a brake cylinder, an emergency reservoir, a triple valve, means for augmenting the train pipe capacity, means in thetri-ple valve operating upon a slow reduction of train pipe pressure to place the train pipe infcommunication with the brake cylinder for ,a service application of the p brakes by train pipe pressure alone, and

' means in the triple valve operating upon a.

sudden reduction in, train pipe pressure to cut off a portion of the train pipe capacity from the train pipe, said means also operatingto place the' emergency reservoir in communication with the brake cylinder for an emergency application of the brakes.

In testimony whereof I hereunto aflix my signature. SPENCER G. NEAL. 

